Carbureter.



A. COX.

GARBURETER.

Amlcmou mtu $591.19. |912.

Patented June 15, 1915.

4 SHEETS-SHEET l.

Figi.

A. COX.

CARBURETER.

APPLICATION FILED SEPT. I9. I9I2.

1, 1 43,5 1 1 Patented June 15, 1915.

4 SHEETS-SHEET 2.

*l l@ my] wm fd' A Pw@ A. COX.

GARBURETER.

APPLICATION FILED SEPI. I9. I9I2.

Patented Junev 15, 1915.

4 SHEETS-SHEET 3. Eg.

A. COX.

CARBURETER.

APPLICATION FILED SEPT. I9. 1912.

Patnmd June 15, 1915.

4 SHEETS-SHEET 4.

4 r //////f////////A Y) wf/M16 ARTHUR COX, 0F OLTON, NEAR BIRMINGHAM, ENGLAND.

CARBURn'rER.

T0 ZZ 107mm 'it 'may concern.'

Be it known that I, ARTHUR Cox, a sub'- ject ofthe King of GreatBritain, residing at. Rose Hill House, Tarn/icl: Road, Olten, near Birmingham, England, process` engraver, have invented certain new and useful improvements in Carbureters for Internal-Combustion Engines, of which the following is a specification.

The principal problem which has to be solved in designing a jet carbureter for internal combustion engines is to provide for the production of an efficient or correctly proportioned explosive mixture over a wide range of engine speeds, and with this ob]ect in View, many carbureters have been proposed which embody extra-air valves, fuel balancing chambers or the like compensating devices controlled or operated by engine. suction tol regulate the admission of air or fuel (or both air and fuel) in accordance with the demands of the engine. The majority of such instruments depend, however, for their efficiency on springs or sliding parts which are liableto be affected by dust, wear-and-tear or the like and are consequently unreliable in their action, 'while their proper adjustment vin the event of derangement is a difiicult matter, especially in the hands of inexperienced users. Further, these automatic i carbureters are necessarily complicated in their construction and expensive to produce.

Another diiiiculty with automatic carbureters of the single jet type is that of obtaining a correctly proportioned mixture at starting or when the engine 1s` running at slow speeds (especially under load) and the fiow of air past the jet is of relatively low inductive: value, since if the carbureter is fitted with a jet 'large enough to give a correct 'mixture at normal and high speeds, the mixture produced at low speeds would be out of balance dueto excess of fuel, whereas a simili jetsuitable for passing the correct proportionv of fuel at low engine speeds will not pass enough fuel to properly carburet the large volume of air that is drawn in when the engine revolutions are high. Carbureters have therefore been designed With variable jets in which a taper regulating-needle or metering pin is adjustable Within the fuel-orificefof thejet to vary the effective size of the said orifice as the air supply is varied or regulated accord- Specication of Letters Patent.

Application led September 19,1912.

Patented June 15, 1915. Serial No. 721,283.

ing t0 the volume jo'f mixture required tomeet the changing demands ofthe .engine Aat different speeds, but-such jet-varyingdevices aregusually operated automatically by` pistons or like sliding parts which are functioned by engine suction and are only indirectly controllable by a driver through some form of vthrottle valve arranged on the engine sideofthe carbureter. Moreover, such earbureters generally fail to produce a cor` iectly-proportioned mixture when the controlling members are positioned for starting-up or for slow speed running, owing to the fact that at such settings ,.the jet orifice is reduced to a small area bythe regulating needle While the small volume of air drawn through the instrument by the slow-speed engine suction is of insufficient inductive value to maintain and properly atomize the requisite flow of fuel at the said restricted orifice.

Thepresent invention has for its principal object, to provide for the production of a rorrectlyproportioned mixture over a wide range of engine speeds (including starting up and slow running) by an extremely simple construct-ion of carburetor of the single variable-jet type, in which all the functions of the instrument are positively governed on the atmospheric side of the mixing chamber a controlling unit which is operated by the driver from a singleflever.

.Another object is to provide for the utili- Zation vof the Whole of the air admitted into xthe lnstrument to the best advantage for niaintainingan effective fuel-flow at the jet at all engine speeds and undenallconditions ofivorking. andfor properly atomizing that fuel as it issues from. the jet-orifice.

Figure 1 of the accompanying drawings represents a side. elevation of one form of a petrol carbureter constructed in accordance with my invention. Fig. 2 is a complete vertical section of the controlling' unit in the position in which it is placedwvhen the carbureter is out of action. Fig. 3 is another section, similar to Fig. 2,but showing the positions Which the parts assume lwhen the controlling 'unit' is f f raised to a point where ling air-intakes are fully ton valve member of the is another sectional View and 3, but showing the thesleeve-controlopened by the pissaid unit. Fig. 4 similar to Figs.' 2

carbureter, showing the controlling unit f passage round the jet is enlarged to its maximum area. Fig. 5 is a separate elevationof the controlling unit, showing the size and formation of the mixture outlet port. In this view, the shaded area A. indicates the formations and relative sizes of the'mixture-outlet aperturesl formed in the piston sleeve of the controlling unit and carbureter casing respectively. Fig. 6 is a section of Fig. 5 upon the dotted line Fig. 7 is a section of the regulating sleeve, separately. Fig. 8 is a vertical section, on an enlarged scale, of thelower part of the carbureter, and shows the construction of the jet. Fig.y

9 is a horizontal section on the dotted line wzfshowing, in plan, the air and fuel orifices ofthe jet. Figs. 10 'and 11 show elevations and sections of two different forms of fuel regulating needle which maybe adopted for varyinglthe'efective area of the fuel orifice of the jet. Fig. 12 is a section of an alternative orniodified construction of the improved carburetery: the same being designed for'use in connection with motor-cycle enes. Figs. 13, 14 and 15 show various modified forms of air-intake ports which maybe adopted in place of the ports shown in Figs. 1-to4.,;f e.

. vDescribing iirst the constructionshownin Figs. 1 to 8; a is a cylindrical casing, which has connection, at its base, with a fuel-passage@2 leading from an ordinary Afloat chamber and communicating withthe jet f. This baseis also provided with a series of primary air-intakes draw-n from a supply pipe such as d? into a conical' sleeve e which surrounds the said.

jet and 4whose upper end has communication with :in-annular air passage surrounding the fuel orifice of the said jet, as hereinafter further described.

Secondary .air-intakes wherethrough the bulk of the air for'forming the mixture is admitted are formed in the lower part of the casing at g so that they may be progressively opened and' closed by the lower part of the piston-valve sleeve It. The secondary intakes may be made in various forms as hereinafter described, but those shown in Figs. 1, 2, 3, 4 and 8 comprise rectangular apertures g1 of relatively large area and a series of small V.shaped apertures g2 which'dcpend below the apertures g and are therefore adapted to be opened or uncovered by the valve member duringits initial lifting movement; he speci al functions of these ports will be further referred to in describing the operation of the. canbureter.

The said valve sleeve member h,"is closed at its upper end, open at its lower end, and is capable-of a free slidingmovement within the casing, and its dimensions aresuch that when placed at its lowest position in the said I5 casing, its unperforated lower end h end wherethrough vair is 1 tirely closes the air-intakes g while its un Yperforated upper part hz Wherethrough the carbureter has communiy y cation with the induction pipe of Van engine v except for 'a by-pass communication with outlet to be hereafter referred to. Be-

,said low the art h2 there is an opening which,

as the s' eevehis ad]usted within the casing v:foraltering tliefmiXture-producing capacity fr i' of the instrument is brought more or less in* to register with thefmixture outlet port a* closes the outlet a* in the side of'the said casing. kThis outlet*` port ar-rangement-,=however, ling effect, and, 1n-practice,

is so formedthat at any settingofjthesleeve,

it provides a' mixture outlet port whose area exceeds the cross sectional area of that port of the Venturi-tube where the air stream has e its greatest velocity. i' i Y y v The adjustable choke tube z' is of the Venl turi-type and is securedwithin the lower end vof the sleeve -member h. This choke tube surrounds and isadjustable' to the fixed cone e, tween the two members z', air passage air admitted-Hat both the secondary ports Y g e, constitutes the and the base ports d is conveyedin` a Stream ,n

line formation .around the orifice end of the jet. The form of ings is so arranged that, when the contro1- lingl unit is set inits its throat i is situated in approximately tube showny in the drawhas nolcontrollf f theopening'hs 80v 1 relativelyl c i A and the annular space be- .V wherethroughfthe whole of the closed position Fig, 2). e

the same plane as the fuel orifice f2 and the' f air passage between the members z' ande is pass agreater volume of ment'- of ment (see Fig.

tains its maximum size. In con]uiietion with size of the fuel orifice by from the said sleeve,lbut inv the idrawings,

have vshown anv arrangement wherein the pri-k the bottomintakes. L f l mary air drawn through cylinder or barrel f1 saidbarrel The'upper end of the bar-r is Confed1 externallycat ftf vand isfitted with screwed-onicap fr', which .has va attoppwhi its interior,y is'shaped substantially asshown.l

']y reduced to its minimum capacity,l but as the j'v ycontrol unit is lifted by theoperating lever, the said air passage is progressively in-Q creased yin size and is thereby adapted to,v

air with each incre?,` lift, until by the .time theunit vhas@V been raised to the limitof' it'sflifting rnove- 4)I themsectional areasur-i; j rounding theoriice end of the jetfbarrel at V- the adjustablefvalve sleeve and-chok -tube above described, I may f Ause any suitable construction ofV .jetwhichfj` will-admit of the adjustment ofthe effective'.

means of :i needleV ory metering pin connected toy and operatefll ing formation,

so that there is provided between the said cap and the'barrel-cone f3, an annular airpassage f* Whose outlet f5 (which is of very small area) concentrically surrounds the fuel-orifice f2. To admit air into this passage, the base of the cap is drilled with a series of vapertures f communicating with the cone e, Whose upper end lits closely around the said cap; the arrangement being such that the primary air Lvdrawn into the cone e, and through the holes f8 into the passage f4, is discharged through the small concentric outlet f5, around and in close proximity to the fuel orifice f2.

To vary the area of the fuel aperture f2, and so provide for the regulation of the fuel supply simultaneously with the other adjustments of Vthe instrument, the sleeve it has connected with it, a long slow-tapered valve-needle j, Which is guided bya tubular extension fs from the crown `of the barrel jet, and extends axially through the fuel orifice f2. This needle is of such a. length that, Whatever may be the position'of the sleeve h, there is always a portion of the said needle depending through the said orifice f2.

This needle may have any suitable taperbut in cases where it is required to increase the area of the fuel orifice pro rata- With the lift of the valve Sleeve and choke tube, the effective part jl of the needle has a regularly diminishing taper from end to end (see needle has a double taper so that as it is lift'- ed with the sleeve, increase the area of the jet-aperture and then k(if and when the said sleeve isflifted beyond a certain predetermined point) progressively reduce or throttle the same. This latter formation is shown in F igs; 2,' 3, 4 and l0, Where the two reverse taperfportions are,marked jl, j2.

One object in using a large-bore or barrel jet f having a short orifice of relatively 4sinall bore, is to guard against possible disturbance of the mixture due to the inertia of the fueliow through the said orifice not being reduced in synchronism with reductions in the area of the said orifice and of the choketube area surrounding same, since when the carbureter is in action, yfuel is only set in motion at a high speed for a distance'correspending to the depth of' vthe 'orifice F While the main bulk of fuel contained in the enlarged or barrel 'part of the jet 'can move butl slowly4 and is not affected by the inertiaset up in the relative short and sinall bored aperture f2. The chamberedjet also has the advantage that, since the Walls 'are thin and fuel remains in the chamber for an appreciably longer time than it Would if an ordinary parallel-bored jet was used, thesaid fuel may be raised in temperature when hot airis draiwnthrough the surroundingcone Fig. 11) but in another case, the

it shall irst gradually it 1s formed 'with which (when the said sleeve z, is closed and y and its subsequent vaporization is thereby assisted. Furthenby using a. large-diameter barrel jet which is located axially in the choke-tube and has a flat upper end,.when air is passing through the said choke-tube, a region of depression or partial vacuum is formed above the fuel'orifice in the said fiat end and lthe induction of fuel through the said orifice is thereby assisted.

' The positively-operated valve-needle may be detachably and adjustably connected, by a screw and lock-nut or like arrangement, to the top of the valve sleeve for the purpose of predetermining the degree of opening that shall obtain at the fuel orifice with any given lift of the controlling unit and also to enableeither asingle-taper, double-taper, or other suitable needle being interchangeably fitted, as desired, for adapting the carbureter to suit different engines.

Any suitable mechanical arrangement may be provided in connection with the regulating sleeve to provide for the latter being positively raised and lowered'from a single lever'under the direct control of a driver. To` avoid any abrupt change of direction in theow ofmixture through the carbureter,"-"'the upper par't of the valve sleeve is providedivith an inclined or curved surface m1 which guides or directs the mixture stream'ffrloin the interior of the said sleeve toward 4the outlet port its, the said surface, inthe'jernbodiment shown, being formed on a filler p iecekm of suitable light material. v

Tonenablle an engine to be started when the valve sleeve is in its closed position and the secondary air-intakes are shut, and also to enable the jcarbureterto produce a mixture suitable for slow running under light load, the Conesa which communicatesr with the primary air-ports d, is pierced with a few `small `perforations c, While the fillerpiece m in the crown of the valve lsleeve a small-bore passage L" also duringfthe hinitial part of its lifting movement) establishes a by-passconnection between the interior of the outlet porta4 in the casing.

A regulating screw such as k2 may be provided for adjusting the areaof the outlet end of the said passage', and the arrangement is such thatwhen an engine is turned for starting (thel various parts of the carbureter being i'n 'the positions shown in Fig. its suction, acting through the passage 7:',

carbureter and draws air through the ports d into the cone e whence a portion of the y y,air passes through the perforationsfk into the choke-tube, While another pertionfis.1 drawnlthrough the passage f* and through the small annular outlet f5 'and serves toatomize the fuel as the latter is induced through the restricted jetorice f. f preiluces' a 1small"quantity of' mixture isf eenveve rol the engine o ped by its v combustion in .the cylinders serves tokeepf'the saidengine runn'mglmdel light load until;v the main-,carburet'eris Yput into operation by :the klifting; of the yal-ve sleeve', but*- when.y the. 'sa'id sleeve. has .been

rei-Sedv above .Cetaln frorll'f-yflnd the main thereby cut y out of Referringagain tothe airfintake ports'g in the lojwenwalls ofthe easing a.: ther Vf shaped extensions, g2. thereoffareofsuch form and dimensions that, during-,the initial lifting ymovement, of theyaljvefmember .0.. during. equivalent to .the depth of the. said-V-shaped ports)theaggregate area ofopening which mixture-outletport on the; enginejsidef;of'

the'l mixing chamber.-

Consequentlyduring this partlof the u'oikingrange.ofthe-instruf ment, the yalve-conti'olledv-openings gqfuncequally yvell' with a'nonfvariable outlet]portv yWith a carbureter construet tiona'snnel of the atmospheric-side"goyerm. l y n y .needle .and 1 although thechoke#ti1b efsett1n ing Y factors vhere`by y effectivev atomizatlon and Carburation is attain'edl :The lzyugglgerrec-` -l f beingl lifted` beyond theapemtnres-:g. 2.thefV 35 fg? exceeds the cross sectionalfarea.ofthe'air o so that througlioutthe remainder .aggregate area Of 5 Opening Plodud i at. g,"

passage of the 'working range ofthe controlling unit,

the' said. portl providesl for aj free or `un` tln'ottledv admission of air 'to the chokejtube which functions as? the quantityfgoyerning factor.

lilith further of 1the vmiXture-outlet portait is tog-befunden stood that the instrument :hereindeseribedlis j controlledenti relyfrom the `atmo spherle v side of vthe mixing` chamberl and d'oes, not depend forl its effective. operation on 'the interposxti on .of any forni of .throttle v--:- 'Avalye between the said mixing-chambergandthe engine. Therefore, l,althoughi thel drawings show vtwo relatively.movable apertures h2g2* that constitute an `adjustable outletfport whose varea ivaries with the adjus trnent,of

adopted' as a matter of ,consti-netip nal,l conf re'nience an d .tlie ea rbnreter IWou]dfunetion having ne .effettive area.. equal. t0 10.1 .exceed tohthe'lirnitofits movement;Q4 d amber@ described thee igine may, 1f desire d,;be'set 'running by using the by-pass arrangement withlnli Vvided"by'xthe uncovered;Portionsof the said its movement ,overfa linear'.di'stancey `.passa ge .atp and .consequently the said valve-I Y vreg ulat'ed 'apertures morefor IlessStvhrottle or restrict the iifieemingairl andfso function as' [itselfi and thecone ethe enhanced negative'V strong, pull or suction L nthe rsaid Vrestricted v duced fromythe jet in.y a regulatedl quantity itfi's also col'npl etelyfatoinized bythe strongf. L

g where tliefrlatter.. attains .its,-glnaximumvk y locity .f (a. le; at ,f the v"point '0:v where the.` aY

mixtniiel suppliedtotheengineisof a ch ine;` the maximum sectional vareaI of airy-pas sage .obtainable when `the choketube islifted v lwith theYenturi it'ubetheirf effeetvis modified or lessenedand lthe valu "71 I When-theparts are the'position shown i Figi and all the passages through the mam nartiof the instrument areclosed.-`

-, Thenon prfoeedinggto vlift orad'ustfthe. .i i

commences' gto. uncover', th

the 'felieke-tslel'en? 1 sege..(see .Figi 3) apertures gg'is 1ess1tl1an.:the areaoffthear" -1 'atx'n'esphericfsideI eontiolling v'faetorj thatV` enable the engine-suction 'prevailingatsnch .low-.speed settings te' Vproduce andY vmaintain u f a z liigher .internal, negative, pressure thanv would be `ohtain alileif airmwas. admitted" without restriction yat' `vthe intakes.` therefore, yaltl'iough 'thejet-,Orifice lvis fr' strictedto al rsma'lljsize .by itsfregu Milngrv provides .only -a ysmall `air-passage?between;

pressure causes. the topass atahigh'speed through' the .choketnbe fand i also exerts l a jetorilice, so that notl only is] the. fuel in"-V indimtve suction .aud-isa mersever, dshmgel into ,-thesurronnding air.. stream at` the poi-nt act'erv ,'tliatr'ill. fnable-I the fsainef to deyelop atta low. v revolution rate and, 'ena minimum fuel; consumption, sufficient Vvpower. toi taky sa@ `tFCS g? krby .the-pistonvalira thgj relai' areas, of the air-.p ortsv-jand Y* ai'ijpassage a takerportereegin vIe'latfgve to ff the'. enlargementgof; the?. said .ai passage; andfeon.sequently,jv as.,v the .portsilr kopenednp by the liftingloffthefpiston' .va

iig

member 70 3,',

of the internal negative pressure is reduced. That is to say, although throughout the entire range of low speed adjustments, the carbureter is made to function under an enhanced negative pressure as the direct result of the action of the valve-regulated apertures (12 yet the shaping of the said apertures provides for the regulation or variation of the value of the said negative pressure simultaneously with the variations of the air-passage and fuel-orifice areas, so that as the mixture producing capacity is enlarged and the velocity and fuel-inducing value of the air stream at the areal 0 is correspondingly increased, the value of the negative pressure factor is reduced or lessened to balance the increase in value of the air-velocit factors being such-at all settings within the limits of the low speed range-as will keep a proper suction on the needle-adjusted jetorifice without tending to induce too great a discharge of fuel and so upset the proportion of the mixture.

But when the working capacity of the carbureter is increased for producing a greater volume of mixture by lifting the controlling unit to such a position that the lower edge of the piston-valve cornes above 'the upper ends of the V-apertures g2 and commences to open up the rectangular ports g (see for instance Fig. 4) the carbureter ceases to operate on the enhanced negative pressure principles, since for all settings above the position shown in Fig. 3, the aggregate intake-port opening produced by the open V- apertures plus the uncovered areas of the apertures g exceeds the cross-sectional area of the annular air-passage at 0. Consequently, and as the air is no longer throttled or restricted at the intake, the negative pressure is maintained by engine suction alone and therefore has a constant value, and the volume or quantity of mixture produced at any given setting or capacity adjustment of the instrument is governed only by the choketube and engine speed, while as regards the fuel supply, the regulating needle adjustment provides a jet of appropriate working or eifective size for each and every aircapacity adjustment, sothat by the oombined effect of the depression reduced by engine suction and the power l inductive action of the high-velocity air-stream (which attains its highest speed at the area o except when the controlling unit is raised to the limit of its movement as shown in Fig. 5) a supply of fuel, sufficient to correctly carburet the air supply at any engine Speed within the limits imposed by the choke-tube adjustment, is discharged in a properly atomized condition into the said air stream in the region of the said maximum velocity area o.

Thus when the engine is working under constant lnegative pressure principles, its

'the desired infinite mixture-producing capacity and the fuelinducing and atomizing valueof the airstream speed are directly and positively controllable by the 'Venturi-tube adjustments only, so that merely by raising or lowering the controlling unit a driver can, Without disturbing the balance of the mixture, directly and positively govern lthe engine speed according to the power required to meet varying loads or other conditions of running.

But when the unit is lifted to the position shown in Fig. 5 and the air and fuel passages are enlarged to their maximum sizes to provide for Aall-out running at high speeds or for powerful pulling under heavy loads, the volume of mixture produced, and the velocity and inductive value of the air flow at the ljet-orifice is practically governed by engine speed alone. Indeed, it may be said that, at this setting, Carburation is no longer regulated by the controlling unit but merely proceeds in accordance with the demands of the engine; and although the quantity and velocity of the air flow varies as the engine-speed fluctuates with varying conditions of load, the jet-orifice is open-upv to such size as will enable the airwhatever its volume may be-to take up and atomize the proportion of fuel required for its correct carburation. v

Any of the niodied form of secondary air-intake ports represented in Figs. 13, 14 and 15 may be used instead of the formation shown in Figs.v 1, 2, 3, 4 and 5, or I may use 'any other shape or arrangement of apertures which will function tolgovern or control, from the atmospheric or intake side of the instrument, the value of the internal negative pressure in the manner and foi the purpose herein described. y

In the alternative construction shown in Fig. 12 (which is suitable for use in connection with motor-cycle and like engines) the air intakes (Z in the bottom of the casing are dispensed with: the only air-ports being those which are formed at g in the lower part of the said casing and are opened and closed by the regulating sleeve z..

The jet and fuel-regulating devices are of substantially the same construction as the corresponding parts in the arrangement illustrated in Figs. 1 to 10, and the choketube i in the lower part of the sleeve z is also of such dimensions as to kprovide for variation of the area surroundingthe fue'l orifices throughout the whole range of movement of the said sleeve, so .that when the sleeve and choke are set for starting or slow running, the smallest area of the choke-tube is brought into effective relation with the fuel orifice, which is restricted to its minimum size bythe fuelregulating needle, while foreach successive increment of lift, the area of the choke-tube having an annular air is, as in the previously described arrangement, enlarged simultaneously with the adjustment of the fuel orifice for keeping' the air suction or friction of practically constant value and providing a fuel flow which will, with the vprevailing air-How, produce a mixture of the best proportions. v

Having described my invention, what I v'claim 'and desire to secure by Letters Patent "1.,A carbureter for internal combustion engines,H `comprising `a casing'f-and a positively operated adjustable regulating sleeve whichis combined with a choke tube and a fuel' regulating needle, the said casing being provided with a system of intakes through which air is yadmitted under the control of said sleeve which are soformed that, during the starting lift of the sleeve, they restrict the admission` of air, whereas when the lift is continued beyond the starting position, the said ports provide for an unrestricted air admission, substantially as and for the Apurpose described. 2. A carbureter comprising a casing with secondary intake ports and a mixture outlet, and Ia positively-operated adjustable regulating sleeve controlling said intake ports and carrying a choke-tube and a fuel-regulating needle, in combination'withV a jet having an annular air -passage which communicates with other air-intakes and has an outlet closely surrounding the fuel orificef the said jet, substantially as and `for th`epurpose described:

3,.` A carbureter comprising a casing withsecondary air-intake ports and a mixture outlet, and a positively-operated adjustable regulating sleeve controlling said intake ports 'and carrying a choke-tube and a fuel'- regulating needle, in combination with a jet passage Whose outlet closely surrounds the fuel orifice of the said ]et,'and which is supplied with air froma sleeve that surrounds the said jet and coinmunicates with other air-intakes vin the carbureter casing, substantially as and for the purpose'described. f 4. A carbureterl comprising a-casing having secondary air-intake ports and a mixture outlet, a positively-operated regulatingsleeve, controlling said intake ports, the casing having other air-intake ports which are constantly open to the interior of the saidsleeve,A in combination with a by-pass leading'from thel upper part of the regulating-sleeve and adapted to establish communication (when the said regulating sleeve is fully closed) between the last'nam'ed airintake ports and the outlet in the casing', substantially as and4 for the purpose herein described..

5. A .carbureter for internal combustion provided with a' system of air intakes, a positively operated regulating sleeve adapted to vary the kareas of the said air intakes, a Venturi-type choke-tube which is adjusted in its relation tothe'fuel orifice ofthe jet "if l by the vsaid regulatingv sleeve, -a fuel regulatin combination vwith ing needle which is also adjustedlby the said sleeve and engages with thel said vfuel orifice, the sleeve, the choke tube, ing movable as a unit, and means vfor ,positively moving vthe sleeve lengthwiseof the casing to' eect the adjustment aforesaid, said air intakes-being the starting lift 'of' thesleeve, they restrict the-admission of air, whereas when the lift is S'- v aoA f continued beyond thev starting position, said parts providel for an unrestricted air admission, substantially as and for the purpose described.

6. Ina' variable jet-carbureterithe combiit nation with 'a casing having la mixture out-v let and a system of air intake ports at its` lower end and a fuel-jet arranged within the casing of a controlling. unit Whichis ad- -j f' justable in the said casing and comprises a needle engaging the fuel orifice in thetop of the jet .and serving' Supply@ ing the :said jet and functioning cross sectional area around the jet-orifice,

to vary the anda valve-sleeve coand the needle bei 'y soformed that, during 90,kkrv f tok regulate the fu'el- ,r f Venturi-type choke-tube surround of the air-passagef @if operating with said system lof air-intake f ports, 4the said ports being or restrict the air-supply and thereby en'- able the engine suction region of the instrument is adjusted for larger stricted air-admission, scribed.

outlet and a system of air intake'ports at gaging a fuel-oriice in a Venturi-type choke-tube which surrounds the fixed cone andis adjustable relatively thereto for varying opened to an aggregate larea cross-sectional area of the air-passagesu rounding the fuel-orifice, whereasv during adjustments for higher engine speeds` the' said ports provide an aggregateair-admission area exceeding the'area the size or capacity ofl less than vthe of the said air-y so formed that.; i when the choke-tube is adjusted for small 5 j mixture-prod ucingcapacitiespthey` throttle 100 to maintain an in-l creased or enhanced negative pressure in the) y f jet-orifice, whereas whenthefg capacities, f the said ports provide for a free or unre"v substantially as deavariable-jet carburet'er; thecombination with a casing having a mixturefj gj. 4 5 its lower end, a central jet arranged within-, the casing and a fixed cone surrounding saidf` jet Vof a positively-adjustable controlling: Y unit, comprisingza fuel-regulating needle-en-jf the crown of theijt,

passage around the orifice, substantiall)7 as and for the purposes herein described.

8. In a single-jet carbureter; the combination with a casing having a mixture-outlet and a s vstempf air-intake ports at its lower end, and a fuel-jet arranged within the casing of an adjustable controlling unit embodmving a fuelregulating needle engaging the jet-orice, a Venturitype chole-tube surrounding the said jet and functioning to vary the cross-sectional area ofthe air-passage surrounding the ,said orifice, and a valve sleeve that serves to vary tne area of said air-intake ports, each of the said ports consisting of one or more substantially V- shaped apertures which are opened. during adjustments of the controlling unit for low engine speed and provide an aggregate airadmission area less than the prevailing area of the air passage around the jetoriice, and relatively larger areas which are also opened up by adjustments of the said unit for higher engine speeds to provide an aggregate air-admission area that exceeds the prevailing air-passage ,area at the jet-orifice, substantially as described.

9. A single-jet carbureter consisting of a casing provided with a mixture-'outlet and having at its lower end a system ofair-intake ports, each of which has one or more V- shaped apertures at its lower side, a chambered or barrel jet Which is adapted to contain a relatively large volume of fuel and has a jet-orifice of smaller bore than the fuel chamber, and a controlling unit coinprising a fuehregulating needle engaging the jet orifice, a Yenturi-type cholu-tube surrounding the barrel-jet, and a valve sleeve cooperating with the air-intake ports of the casing to regulate the admission of air through the said ports, substantially as and for the purpose herein set forth.

l0. A singleiet carbureter, comprising a easing provided with a mixture-outlet and having at its lower end a system of air-in take ports, each of which has one or more V- shaped apertures at its loiver side, a jet supported from the base of the said casing, a. xed cone surrounding the said jet, the casing having other air-intal e ports in its base and communicating with the interior of the cone, and an air-outlet leading from the said cone into the main air-passage, in combination With a controlling unit consisting of a fuel-regulating needle, a lenturi-type choke-tube surrounding the fixed cone, and a valve-sleeve coperating With the first named air-intake ports for regulating the admission of air therethrough, substantially as and for the purpose herein set forth.

ln testimony whereof I have hereunto set my hand in presence of tivo subscribing Witnesses.

ARTHURy COX.

Witnesses ARTHUR SADLER, E. Rnnvn.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C." 

